• Journal of Korean Society for Geospatial Information Science
• /
• v.6 no.1 s.11
• /
• pp.35-51
• /
• 1998

This article aims at presenting a new framework for traffic accident analysis by proposing a new methodology for the management of the accident data and by establishing the relationship between accidents and roadway characteristics within it For the first issue, authors introduced geographic information system (GIS) into the analysis framework of the accident data since it is believed that analysis based on GIS seems to provide more effective information in reducing accidents. Point-based, line-based, and polygon (grid)-based approaches were set of along with concrete examples. Especially, the location-based scores such as localization, specialization coefficients, and Tress score have been added to identify the intensity of certain accident types within study area or grids. The second issue addressed the equation formulation of accident and fatality numbers with roadway characteristics like number of intersections and road length in a grid with a sense that (1) accidents on roadways are the function of the roadway physical characteristics rather than the socio-economical secondary data (2) the equation can be applied to the any 'suggested' area, not just region or nation, and (3) the accident forecasting model should emphasize the accident location itself more than any other factors. Some equations based on those assumption have been derived along with some future research agenda.

• Tunnel and Underground Space
• /
• v.15 no.6 s.59
• /
• pp.452-461
• /
• 2005

In a bidirectional tunnel, the accident rate is 1.5 times as high as that of one directional tunnel , the risk of a fire is increased. On fire, there is a problem that the jet fan should not be operated until completion of refuge. To be special, as the great damages occur owing to the expansion of smoke in long tunnels, there is a need to minimize fatality by constructing cross passage and smoke removal system. This study aims at verifying the efficiency of smoke exhaust system through fire propagation simulation as well as scale model test. The results show that completion of escape through emergency exit requires 335 seconds, while addition of smoke exhaust system reduce the escape time to 185 seconds. Also, near the fire source temperature decreased by about $60^{\circ}C$. Without the exhaust system, fire propagation speed was in the range of 0.36 and 0.82 m/s, and it dropped to $0.27\~0.58\;m/s$ with the exhaust system on. Taking into account the escape speed of tunnel users, usually $0.7\~1.0\;m/s$, the emergency exit built every 150m is sufficient for the safe egress. The ultimate goal of this study is to provide fundamental information for the smoke exhaust system in bidirectional tunnels.

• Pediatric Infection and Vaccine
• /
• v.27 no.1
• /
• pp.1-10
• /
• 2020

A cluster of severe pneumonia of unknown etiology in Wuhan City, Hubei province in China emerged in December 2019. A novel coronavirus named severe acute respiratory syndrome coronavirus 2 (SARS-CoV-2) was isolated from lower respiratory tract sample as the causative agent. The current outbreak of infections with SARS-CoV-2 is termed coronavirus disease 2019 (COVID-19) by the World Health Organization (WHO). COVID-19 rapidly spread into at least 114 countries and killed more than 4,000 people by March 11, 2020. WHO officially declared COVID-19 a pandemic on March 11, 2020. There have been 2 novel coronavirus outbreaks in the past 2 decades. The outbreak of severe acute respiratory syndrome (SARS) in 2002-2003 caused by SARS-CoV had a case fatality rate of around 10% (8,098 confirmed cases and 774 deaths), while Middle East respiratory syndrome (MERS) caused by MERS-CoV killed 858 people out of a total 2,499 confirmed cases between 2012 and 2019. The purpose of this review is to summarize known-to-date information about SARS-CoV-2, transmission of SARS-CoV-2, and clinical features of COVID-19.

• Journal of Korean Society of Transportation
• /
• v.25 no.5
• /
• pp.15-21
• /
• 2007

This paper proposes an improved methodology for estimating traffic accident cost savings in the transport appraisal. Four major problems from the existing framework are identified and their alternatives are suggested. First, casualties in the established approach are classified by just two types of 'killed' and 'injured'. This study supplies the indices of fatality further details. Namely, road victims are regrouped by 'killed', 'seriously injured', 'slightly injured', and 'accident reports'. Those of railways are similarly sorted by 'killed', 'seriously injured', and 'slightly injured'. Second, damage only accidents are not satisfactorily considered in the current arrangement. The accidents should be considered as one of the accident types and the social cost of them should also be evaluated. Third, the unit cost of accidents is given by the total value. The unit cost is consisted of several elements and each loss would be useful for a policy frame. This study breaks down the total figure into four pieces of costs, namely production loss, medical treatment, property loss, and administrative costs. Finally, there is inconsistency in the audit between roads and railways. Road accidents are analyzed by road types. On the other hand, patronage or others is the classification rule of rail accident costs. This paper suggests a way that the accident costs of two modes can be coherently estimated based on the level of services by each mode. The result of this study is expected to help frame more cautious social overhead capital investment policies.

• Journal of Chest Surgery
• /
• v.16 no.4
• /
• pp.602-614
• /
• 1983

Six hundred fourteen consecutive cases of bioprosthetic cardiac valve replacement performed during the period from March 1976 through December 1982 were reviewed. A total of 748 tissue valves [534 Ionescu-Shiley valves, 144 Hancock valves, 46 Angell-Shiley, and 24 Carpentier-Edwards] were implanted in 610 patients. Of these, 477 had single valve replacements [403 mitral, 60 aortic, and 14 tricuspid] including three REDO MVR and one REDO AVR. The remaining 129 had double valve replacements [95 AVR and MVR and 34 MVR and TVR] and 8 had triple valve replacement.592 cases were evaluated. Overall early mortality rate [within 30 days of operation] was 7.1% [6.2% in single valve replacement, 10.2% in double valve replacement, and 16.7% in triple valve replacement]. Leading causes of mortality were low cardiac output or myocardial failure and ventricular arrhythmias. The follow-up period was from one month to 7 years with a cumulative follow-up of 906.6 patient-years [mean 1.53 years]. The late mortality was 1.6%, 3.9%, 0%, 2.6%, 6.6% and 2.0% per patient-year for MVR, AVR, TVR or triple valve replacement, AVR+MVR, MVR+TVR and total, respectively. Actuarial analysis of late results including early mortalities indicates an expected survival rate of 87.6+1.8% at 3 years and 85.92.4% at 7 years for all cases. We also analyzed actuarial survival rate between groups of each valve replacement [AVR, TVR, Double valve, and Triple valve] and the tissue valve groups in MVR. We experienced 7 cases [0.77% per patient-year] of confirmed endocarditis, two of which were fatal. Valve failure-free rates calculated according to the confirmed cases were 97.5% at 4 years, 87.5% at 7 years, and 88.3% at 6 years for Ionescu-Shiley, Hancock and Angell-Shiley valves, respectively. The occurrence rate of thromboembolism was 2.0% per patient-year in total cases, although almost all the patients were given anticoagulant therapy for one year. The occurring rate in MVR was 1.5% and 2.7% per patient-year for Ionescu-Shiley and Hancock valve groups, respectively. The difference in actuarial rate free from thromboemboli between Ionescu-Shiley and Hancock groups was statistically significant [P value less than 0.001]. Thromboembolic events beyond the period of anticoagulation therapy mainly occurred in patients with atrial fibrillation. The actuarial thromboemboli free survival was 95.71.4% at 3 years and 80.17.3% at 7 years. The incidence of hemorrhagic complications was 1.2% per patient-year [fatality 0.55% per patient-year] for anticoagulated patients. Although our clinical data favorably compares with results from other reports, our results suggest that anticoagulant therapy be given on a short-term basis or not at all to hemodynamically stable patients. Long-term therapy with antiplatelet drugs is probably inevitable with patients who have thromboembolic risk factors [such as atrial fibrillation].

• Korean Journal of Head & Neck Oncology
• /
• v.35 no.2
• /
• pp.19-25
• /
• 2019

Background/Objectives: Although anaplastic thyroid carcinoma (ATC) is rare, it is one of the deadliest forms of thyroid cancer. The fatality rate for ATC is high, and the survival rate at one year after diagnosis is <20%. The present study aimed to investigate the anti-tumor activities of paclitaxel, radiation, and tyrosine kinase inhibitor (TKI) combined therapy in anaplastic thyroid cancer cells both in vitro and in vivo and explore its effects on apoptotic cell death pathways. Materials & Methods: ATC cell line was exposed to TKI, lenvatinib in the presence or absence of paclitaxel with radiation, and cell viability was determined by MTT assay. Effects of the combined treatment on cell cycle and intracellular signaling pathways were assessed by flow cytometry and western blot analysis. The ATC cell line xenograft model was used to examine the anti-tumor activity in vivo. Results: Our data revealed that the combined administration of paclitaxel, TKI, and radiation decreased cell viability in ATC cells, and also significantly increased apoptotic cell death in these cells, as demonstrated by the cleavage of caspase-3 and DNA fragmentation. This combination therapy reduced anti-apoptotic factor levels in ATC cells, while significantly decreasing tumor volume and increasing survival in ATC xenografts. Conclusion: These results indicate that administering the combination of paclitaxel, TKI, and radiation therapy may exert significant anticancer effects in preclinical models, potentially suggesting a new clinical approach for treating patients with ATC.

• Journal of Food Hygiene and Safety
• /
• v.18 no.3
• /
• pp.133-138
• /
• 2003

The data on outbreaks of puffer fish poisoning during 1991 to 2002 in Korea were gathered from press reports, and characterized information collected. During the period, a total of 32 outbreaks of puffer fish poisoning was reported. These outbreaks caused 111 persons to become poisoning, among the cases 30 persons were fatal. The mean case fatality rate was 27.0%, and most of deaths (93.3%) were the male of above 29 years old. Patient number of below 4 persons per a poisoning accident occupied 75.0% of total outbreaks; 65.8% of total cases; and 66.7% of total deaths) was occurred in the months, November through January. Most of puffer fish poisoning (75.0% of total outbreaks; 68.5% of total cases; and 73.3% of total deaths) were found along the south coastal area of Korea, including Busan, Gyeongsangnam-do, Jeollanam-do and Jeju-do. Over than 80% of puffer fish poisoning outbreaks occurred at fishing boat and home where privately made food was cause, and outbreaks in restaurants accounted for 15.6%. Most commonly implicated foods were Guk, boiled soup with puffer fish meat and spices.

• Journal of the Computational Structural Engineering Institute of Korea
• /
• v.25 no.1
• /
• pp.51-56
• /
• 2012

Crashworthy fuel cells have been widely implemented to rotorcraft and rendered a great contribution for improving the survivability of crews and passengers. Since the embryonic stage of military rotorcraft history began, the US army has developed and practised a detailed military specification documenting the unique crashworthiness requirements for rotorcraft fuel cells to prevent most fatality due to post-crash fire. Foreign manufacturers have followed their long term experience to develop their fuel cells, and have reflected the results of crash impact tests on the trial-and-error based design and manufacturing procedures. Since the crash impact test itself takes a long-term preparation efforts together with costly fuel cell specimens, a series of numerical simulations of the crash impact test with digital mock-ups is necessary even at the early design stage to minimize the possibility of trial-and-error with full-scale fuel cells. In the present study a number of numerical simulations on fuel cell crash impact tests are performed with a crash simulation software, Autodyn. The resulting equivalent stresses are further analysed to evaluate a number of appropriate design parameters and the artificial neural network and simulated annealing method are simultaneously implemented to optimize the crashworthy performance of fuel cells.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.10 no.4
• /
• pp.36-43
• /
• 2011

The forward collision of vehicles in high speed can cause a chain collisions and high fatality rate. Most of the forward collisions are caused by insufficient braking distance due to detection time of driver and safe distance. Also, accumulated detection time of driver is cause of chain collisions after the forward collision. The FVCWS prevents the forward collision by maintaining the safety distance inter-vehicle and reducing detection time of driver. However the FVCWS can cause chain collisions because the system that interacts only forward vehicle has accumulated detection time of driver. In this paper, we analyze forward and chain collisions of normal vehicles and FVCWS vehicles on static traveling scenario. And then, we analyze and compare V2V based FVCWS with them after explaining the system. The V2V FVCWS reduces detection time of driver alike FVCWS as well as remove accumulated detection time of driver by broadcasting emergence message to backward vehicles at the same time. Therefore, the system decrease possibility of forward and chain collisions. All backward normal vehicles and 3~4 backward FVCWS vehicles have possibility of forward and chain collisions in result of analysis. However V2V FVCWS vehicles almost do not chain collisions in the result.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.37 no.1
• /
• pp.111-117
• /
• 2017

The purpose of forecasting the traffic accident is to reduce the traffic accident. Therefore, the goal of this study is to provide severity of the accident by Forecasting of Probability of Accident. In Korea, accident data are distributed to the public via internet that includes numbers of accident and fatality as well. And crude level of accident severity in accordance with weather information for metropolitan city level are available by weekly. However, It can not reflect personal needs at specific origin of the travel for a certain traveller. This study aims to consider 68 major intersections with precipitation data, and eventually introduces link based accident severity. In estimating the accident severity both dynamic data such as drivers' characteristics, driving conditions and static data such as geometry of road, intersection characteristics are considered. Also, we identifies accident severity according to the accident type - 'vehicle to vehicle,' 'vehicle to person.' Finally, the outcomes of this study suggests taylor-made accident severity information for a specific traveller for a certain route.